Results
99-19-36: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 series airplanes, that requires a one-time inspection to measure the offset of the de-icing tubing adjacent to the refueling panel on the right-hand wing, and replacement with new improved tubing, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent a blockage in the de-icing tubing which could result in a malfunction of the de-icing boot. This malfunction would be unknown to the flight crew, and could lead to reduced controllability of the airplane during flight in icing conditions.
2006-03-03: The FAA is adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) RB211 Trent 553-61, 553A2-61, 556-61, 556A2-61, 556B-61, 556B2-61, 560-61, and 560A2-61 turbofan engines. This AD requires initial and repetitive borescope inspections for missing HPT rear seal plate locking plugs and damaged locking plug retaining wires, and removal of the engine from service if necessary, based on inspection results. This AD results from two reports of missing HPT rear seal plate locking plugs, damage to the HPT disc, and damage to the remaining locking plug retaining wires. We are issuing this AD to prevent uncontained release of the HPT rear side plate and HPT disc, resulting in damage to the airplane.
86-15-10 R1: 86-15-10 R1 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-5517 as revised by Amendment 39-6514. Docket No. 86-ASW-22. Applicability: Aerospatiale Model AS 350 and AS 355 series helicopters, certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent the failure of the main rotor head star arms and the main gearbox suspension bars, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD: (1) For Model AS 350 series helicopters, inspect the main rotor head components, the main gearbox suspension bars (struts), and the landing gear ground resonance prevention components (aft spring blades and hydraulic shock absorbers) in accordance with Service Bulletin (SB) 01.17a, paragraph CC.3. (2) For Model AS 355 series helicopters, inspect the main rotor head components, the main gearbox suspension bars (struts), and the landing gear ground resonance prevention components (aft spring blades and hydraulic shock absorbers) in accordance with SB 01.14a, paragraph CC.3. (b) Rework or replace damaged components in accordance with SB 01.17a or 01.14a (as applicable). (c) Repeat the inspections and rework of paragraphs (a) and (b) in intervals not to exceed 400 hours' time in service. (d) In the event the helicopter is subjected to a hard landing or to high surface winds, when parked without effective tiedown straps installed, repeat the inspections of paragraph (a) for the main rotor head star arms and the main gearbox suspension bars before further flight. (e) In the event of a landing which exhibits abnormal self-sustained dynamic vibrations (ground resonance type vibrations) repeat all the inspections of paragraph (a). (f) An alternate method of compliance with this AD, which provides an equivalent level of safety, may be used when approved by the Manager, Aircraft Certification Division, Federal Aviation Administration, Fort Worth, Texas 76193-0100, or by the Manager, Aircraft Certification Office, AEU-100, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. (g) In accordance with Sections 21.197 and 21.199, flight is permitted to a base where the inspections required by this AD may be accomplished. The manufacturer's specifications and procedures shall be done in accordance with Aerospatiale SB 01.17a or 01.14a (as applicable). The incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a)(1). Copies may be obtained from Aerospatiale Helicopter Corporation, 2701 Forum Drive, Grand Prairie, Texas 75051, Attention: Customer Support. These documents may be examined in the Rules Docket at the Office of the Regional Counsel, Southwest Region, Federal Aviation Administration, Room 156, Building 3B, 4400 Blue Mound Road, Fort Worth, Texas 76106 or at the Office of the Federal Register, 1100 L Street, NW., Room 8401, Washington, D.C. This AD revises AD 86-15-10, Amendment 39-5517 (52 FR 13233; April 22, 1987), which became effective on April 22, 1987, as to all persons except those persons to whom it was made immediately effective by priority letter AD 86-15-10, issued July 30, 1986, which contained this amendment. This amendment (39-6514, AD 86-15-10 R1) becomes effective on March 22, 1990.
2018-23-09: We are superseding Airworthiness Directive (AD) 2016-13-16, which applied to all The Boeing Company Model 737-600, -700, -700C, - 800, -900, and -900ER series airplanes. AD 2016-13-16 required an inspection or records check to determine if affected horizontal stabilizers are installed, related investigative actions, and, for affected horizontal stabilizers, repetitive inspections for any crack of the horizontal stabilizer rear spar upper chord, and corrective action if necessary. This AD requires retaining the requirements of AD 2016-13-16, with revised service information that clarifies the inspection areas and serial number information of the horizontal stabilizer. This AD was prompted by reports of a manufacturing oversight, in which a supplier omitted the required protective finish on certain bushings installed in the rear spar upper chord on horizontal stabilizers, which could lead to galvanic corrosion and consequent cracking of the rear spar upper chord. We are issuingthis AD to address the unsafe condition on these products.
2018-23-03: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A318 and A319 series airplanes; Model A320-211, -212, -214, -231, -232, and -233 airplanes; and Model A321-111, -112, -131, - 211, -212, -213, -231, and -232 airplanes. This AD was prompted by reports of false resolution advisories (RAs) from certain traffic collision avoidance systems (TCASs). This AD requires modification or replacement of certain TCAS processors. We are issuing this AD to address the unsafe condition on these products.
93-18-04: 93-18-04 AEROSPATIALE: Amendment 39-8689. Docket 93-NM-47-AD. Applicability: Model ATR42-300 and ATR42-320 series airplanes, certificated in any category, and having the following serial numbers: 005 through 016, inclusive; 018 through 030, inclusive; 032 through 036, inclusive; 038; 040; 042; 043; 048 through 062, inclusive; 064 through 090, inclusive; 092 through 094, inclusive; and 096 through 228, inclusive. Compliance: Required as indicated, unless accomplished previously. To prevent loss of strength of the fuselage frames, accomplish the following: (a) Prior to the accumulation of 18,000 total landings, or within 100 landings after the effective date of this AD, whichever occurs later, conduct a general visual inspection of fuselage frames 25 and 27 to verify the proper installation of a rivet in each of the key holes, in accordance with Aerospatiale Service Bulletin ATR42-53-0070, dated June 10, 1991; Revision 1, dated June 12,1992; or Revision 2, dated March 22, 1993. (b) If a rivet is installed in each of the key holes, no further action is required by this AD. (c) If a rivet is not installed in a key hole, prior to further flight, perform an eddy current inspection of the open key hole to detect cracks, in accordance with the service bulletin. (1) If no cracks are found as a result of the eddy current inspection, prior to further flight, install a rivet in the open key hole in accordance with the service bulletin. After such installation, no further action is required by this AD. (2) If cracks are found as a result of the eddy current inspection, prior to further flight, repair the cracks in accordance with a method approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The inspections and installation shall be done in accordance with the following Aerospatiale service bulletins, which contain the specified effective pages: Service Bulletin Referenced and Date Page Number Revision Level Shown on Page Date Shown on Page ATR42-53-0070 (Original) June 10, 1991 1-13 Original June 10, 1991 ATR42-53-0070 Revision 1 June 12, 1992 1-7,9-12 8 1 Original June 12, 1992 June 10, 1991 ATR42-53-0070 Revision 2 March 22, 1993 1-2, 9-10 3-7, 11-12 8 2 1 Original March 22, 1993 June 12, 1992 June 10, 1991 This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on November 18, 1993.
96-03-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Beech Model 400, 400A, and MU-300-10 airplanes, that requires installation of an improved adjustment mechanism on the flightcrew seats and replacement of the existing aluminum seat reinforcement assemblies with steel assemblies. This amendment is prompted by reports of incomplete latching of the existing adjustment mechanism and cracked reinforcement assemblies, which could result in sudden shifting of a flightcrew seat. The actions specified by this AD are intended to prevent such shifting of a flightcrew seat, which could impair the flightcrew's ability to control the airplane.
99-22-06: This amendment supersedes an existing airworthiness directive (AD), applicable to all CASA Model CN-235 series airplanes, that currently requires repetitive eddy current inspections to detect fatigue cracks in the nose landing gear (NLG) turning tube, and replacement of cracked tubes. This amendment adds a requirement for the replacement of the existing NLG turning tube constructed of aluminum alloy with a new NLG turning tube made of steel; such replacement terminates the repetitive inspections. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent fatigue cracking and failure of the NLG turning tube, which could result in reduced structural integrity of the NLG.
2018-22-10: We are superseding Airworthiness Directive (AD) 2016-04-16, which applied to all The Boeing Company Model DC-10-10, DC-10-10F, DC- 10-15, DC-10-30, DC-10-30F (KC-10A and KDC-10), DC-10-40, DC-10-40F, MD-10-10F, MD-10-30F, MD-11, and MD-11F airplanes. AD 2016-04-16 required adding design features to detect electrical faults and to detect a pump running in an empty fuel tank. This AD continues to require adding design features to detect electrical faults and to detect a pump running in an empty fuel tank. This AD also provides optional terminating action for certain requirements. This AD was prompted by a fuel system review conducted by the manufacturer. We are issuing this AD to address the unsafe condition on these products.
94-14-12: 94-14-12 Teledyne Continental Motors: Priority Letter issued on June 23, 1994. Docket No. 94-ANE-33. Applicability: Teledyne Continental Motors (TCM) A-65-8, C-85-12, E-185-11, E-225-B, O-200, O-300-D, GO-300, IO-360-G, IO-360-K, TSIO-360, CRSIO-360-GB, O-470 B.M, O-470-L, O-470-R, O-470-U, O-470 Z.S, IO-470-C, IO-470-E, IO-470-F, IO-470-L, IO-470-N, IO-470-S, IO-470-V, IO-520-A, IO-520-B, IO-520-C, IO-520-D, IO-520-F, IO-520-K, IO-520-M, IO-520-W, TSIO-520, TSIO-520-C, TSIO-520-M, TSIO-520-N, TSIO-520-UB, GTSIO-520, IO-550-C, and R-670 reciprocating engines, installed on the following U.S. registered aircraft: N101G, N101JB, N101PQ, N1077B, N11PT, N111MK, N114R, N1162D, N1167J, N121LG, N124WN, N13159, N1344V, N1360L, N140NL, N1503S, N1556T, N1584V, N16165, N1672R, N1680R, N172CB, N1724T, N17793, N179SV, N1806F, N1818L, N182MC, N186Q, N19193, N19346, N207X, N200BD, N2051S, N2083S, N210KC, N21179, N2168N, N22FG, N2248Z, N2281T, N231KQ, N24FG, N2616N, N26560, N27G, N27326, N2841W, N2854W, N2881M, N2928B, N2995F, N3DX, N30C, N30CA, N300RS, N31CU, N313TM, N3145Y, N3153B, N323K, N3397Q, N340VV, N3499G, N35MX, N35840, N35964, N3599L, N3603L, N36319, N3700J, N39545, N4008F, N4088V, N41CU, N41032, N4105C, N4154Y, N421CW, N421EM, N421SM, N4218L, N4259B, N4302L, N4354K, N4354W, N444BJ, N4591S, N4598S, N4672B, N476KE, N4761K, N47964, N4812F, N4884J, N4895E, N5089V, N51EN, N5314T, N5357A, N5377J, N5453J, N550DF, N5517A, N555YT, N5591D, N57032, N5732X, N58BS, N5808F, N60DM, N60062, N6108F, N6158R, N6169N, N6193X, N62121, N6222F, N6278V, N6285H, N6341X, N6363K, N6421P, N65WW, N65031, N6527P, N6579M, N6664L, N6669X, N6670G, N66909, N6706G, N67249, N677PC, N6789R, N6800R, N6822R, N6837Q, N68937, N6915F, N6952M, N6992E, N704GY, N704NQ, N7125E, N714BD, N7208V, N721X, N724BE, N7248H, N7303Y, N7309Q, N732DD, N735DV, N739JG, N7405S, N758JF, N777E, N7981D, N800WB, N8103Z, N8107D, N81070, N8150Q, N8168U, N8170D, N8209M, N8241N, N8307D, N8308Z, N836BQ, N8426S, N8432Z, N8465L, N8491S, N85WB, N8501S, N8532R, N8579H, N8579M, N85797, N86VS, N8660M, N8669A, N8867T, N9099G, N9124U, N9157S, N91603, N91860, N922DK, N92465, N9410S, N9434N, N9435U, N9516Y, N9547U, N9597T, N9606Y, N96134, N9613Y, N9673L, N96761, N9764E, N9777R, N97799, N9833H, N984BC, and N9992G. Compliance: Required as indicated, unless accomplished previously. To prevent detonation due to low octane, which can result in severe engine damage and subsequent failure, accomplish the following: (a) For engines that are certified to operate on only 91 or higher octane aviation gasoline (avgas) within the next 2 hours time in service (TIS) after the effective date of this airworthiness directive (AD) perform an engine teardown and analytical inspection, and replace with serviceable parts as necessary in accordance with TCM Service Bulletin (SB) No. M88-10, dated August 24, 1988. (b) For engines that are certified to operate on 80 octane avgas, within the next 2 hours TIS after the effectivedate of this AD conduct a differential compression test on all cylinders in accordance with TCM SB No. M84-15, dated December 21, 1984, and examine the oil filter by cutting the oil filter apart and spreading the filter paper out to look for metal particles. If metal particles are present, or if one or more cylinders shows unacceptable compression as specified in TCM SB No. M84-15, dated December 21, 1984, perform an engine teardown and analytical inspection, and replace with serviceable parts as necessary in accordance with TCM SB No. M88-10, dated August 24, 1988. (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Engine and Propeller Standards Staff. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Engine and Propeller Standards Staff. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Engine and Propeller Standards Staff. (d) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the aircraft to a location where the requirements of this AD can be accomplished. (e) Priority Letter AD 94-14-12, issued June 23, 1994, becomes effective upon receipt.
70-09-03: 70-09-03 SIKORSKY: Amdt. 39-980. Applies to S-61 Type Helicopters. To prevent failure of P/N S6135-66649 and S6137-66704 series tail gear box pitch beams accomplish the following: (a) Within the next 10 days or 25 hours in service, whichever occurs first after the effective date of this AD, unless already accomplished, and thereafter at intervals not to exceed 90 days or 240 hours in service, whichever occurs first, from the last inspection perform the inspections of the bore area of the pitch beam in accordance with Sikorsky Service Bulletin No. 61B35-7 dated 12 February 1970 or later revisions or an equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. If a crack is found, remove the pitch beam from service prior to further flight. This amendment is effective May 8, 1970.
81-13-01: 81-13-01 DEHAVILLAND: Amendment 39-4134. Applies to all DeHavilland DHC-2 series airplanes, certificated in all categories. Compliance required as indicated. Affects the elevator butt ribs (inboard), P/N C2TE-29ND (RH and LH), and doublers, P/N C2TE-9ND (RH and LH). a. Within the next 75 hours in service after the effective date of this AD, unless already accomplished within the last 325 hours in service, and thereafter at intervals not to exceed 400 hours in service from the last inspection, inspect visually with a 10-power glass, the left and right elevator butt ribs and doublers for cracks. b. Replace or repair cracked parts, before further flight, in accordance with DeHavilland Service Bulletin (S/B) No. 2/30, or equivalent. c. Equivalent parts or repairs must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. d. Upon submission of substantiating data by an owner or operator, through an FAA maintenance inspector,the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the compliance times specified in this AD. This amendment becomes effective June 18, 1981.
2018-22-02: We are adopting a new airworthiness directive (AD) for all International Aero Engines (IAE) PW1133G-JM, PW1133GA-JM, PW1130G-JM, PW1127G-JM, PW1127GA-JM, PW1127G1-JM, PW1124G-JM, PW1124G1-JM, and PW1122G-JM turbofan engines with a certain high-pressure compressor (HPC) front hub installed. This AD was prompted by corrosion found on the HPC front hub. This AD requires replacing the HPC front hub with a part eligible for installation. We are issuing this AD to address the unsafe condition on these products.
2005-26-13: The FAA is superseding an existing airworthiness directive (AD) for Turbomeca Artouste III series turboshaft engines. That AD currently requires smoke emission checks after every ground engine shutdown, and if necessary, additional checks and possibly removing the engine from service. That action also requires inspection of central labyrinths not previously inspected, or not replaced after the engine logged 1,500 operating hours, and, replacement if necessary. That action also requires the removal of injection wheels at a new lower life limit. This AD includes the same requirements as AD 2002-22-11, but reduces the compliance time for the initial inspection of the central labyrinth and adds repetitive inspections of the central labyrinth. This AD results from reports and analyses of in-flight engine shutdowns occurring since we issued AD 2002-22-11. We are issuing this AD to prevent injection wheel cracks and excessive central labyrinth wear, which could result in an in-flightengine shutdown and possible loss of the helicopter.
99-19-24: This amendment adopts a new airworthiness directive (AD), applicable to certain Dassault Model Mystere-Falcon 900, Falcon 900EX, and Falcon 2000 series airplanes, that requires replacement of the elevator auxiliary artificial feel unit (AFU) with a new elevator auxiliary AFU. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the elevator auxiliary AFU. Failure of an AFU, coupled with a control linkage disconnection upstream of the servo actuator and downstream of the main AFU, could result in reduced controllability of the airplane.
2018-22-09: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 787 series airplanes. This AD was prompted by reports that, under certain conditions, the automatic dependent surveillance-broadcast (ADS-B) out function and air traffic control/ traffic alert and collision avoidance system (ATC/TCAS) functions can transmit incorrect data. This AD requires an inspection or records review to determine if certain software is installed, the installation of new software for the integrated surveillance system (ISS) operational program software (OPS) if necessary, a software check, and applicable on-condition actions. For certain airplanes, this AD also requires the installation of new software for the ISS OPS, ISS option selection software (OSS) file, and ISS airline selectable option (ASO) file; and installation of a new ISS definition file database within the displays and crew alerting (DCA) system. We are issuing this AD to address the unsafe condition on these products.
2018-21-11: We are adopting a new airworthiness directive (AD) for all Pratt & Whitney Division (PW) PW4074D, PW4077D, PW4084D, PW4090, and PW4090-3 turbofan engines with a low-pressure compressor (LPC) fan hub, part number (P/N) 51B821 or P/N 52B521, installed. This AD was prompted by updated low-cycle fatigue analysis techniques that indicate certain LPC fan hubs could crack before their published life limit. This AD requires repetitive eddy current inspections (ECIs) and fluorescent penetrant inspections (FPIs) for cracks in certain LPC fan hubs and removal of LPC fan hubs from service that fail inspection. We are issuing this AD to address the unsafe condition on these products.
87-20-03 R2: 87-20-03 R2 CESSNA: Amendment 39-5729, as revised by Amendment 39-5863, is further revised by Amendment 39-6669. Docket No. 86-CE-71-AD. \n\n\tApplicability: To the following model airplanes, certificated in any category. \n\n\nModels\nSerial Numbers\n150A, 150B, 150C, 150D, 150E, 150F, \n150G, 150H, 150J, 150K, 150L, 150M\n\n15059019 thru 15079405\nA150K, A150L, A150M\nA1500001 thru A1500734\n152, A152 \nAll\n170, 170A, 170B \n18000 through 27169\n172, 172A, 172B, 172C, 172D, 172E, \n172F, 172G, 172H, 172I, 172K, 172L, \n172M, 172N, 172P, 172Q \n\n\nAll\nP172D \nP17257120 thru P17257188\nR172E, R172F, R172G, R172H, R172J \nAll\nR172K \nR1722000 thru R1723454\n172RG\n172RG0001 thru 172RG1191\n175, 175A\n55001 thru 56777\n175B, 175C\n17556778 thru 17557119\n177, 177A, 177B, 177RG\nAll\n180, 180A \n30000 thru 32999\n180A, 180B, 180C \n50000 thru 50911\n180D, 180E, 180F, 180G, 180H, 180J, 180K\n18050912 thru 18053203\n182, 182A, 182B, 182C, 182D, 182E, \n182F, 182G, 182H, 182J, 182K,182L, \n182M, 182N, 182P, 182Q, 182R, T182, \nR182,TR182\n\n\n\nAll\n185, 185A, 185B, 185C, 185D, 185E, \nA185E, A185F \n\nAll\n188, 188A, A188, A188A, 188B, A188B,\nT188C\n\nAll\n190, 195, 195A, 195B\n7001 thru 7999, and 16000 thru 16183\n206, U206, U206A, U206B, U206C, U206D, U206E, U206F, U206G, TU206A, TU206B, TU206C, TU206D, TU206E, \nTU206F, TU206G\n\n\nAll\nP206, P206A, P206B, P206C, P206D, \nTP206A, TP206B, TP206C, TP206D\n\nP206-0001 thru P206-0603, &\nP206E, TP206E\nP20600604 thru P20600647\n207, T207, 207A, T207A\nAll\n210, 210A, 210B, 210C, 210D, 210E, \n210F, 210G, 210H, 210J, 210K, 210L,\n210M, 210N, P210N, T210F, T210G,\nT210H, T210J, T210K, T210L, T210M,\nT210N, 210R, T210R, P210R \n\n\n\n\nAll\n210-5 (205), 210-5A (205A)\n205-0001 thru 205-0577\n336 \n336-0001 thru 336-0195\n337, 337A, 337B, 337C, 337D, 337E, \n337F, 337G, 337H, T337B, T337C, T337D, \nT337E, T337F, T337G, T337H, P337H, T337H-SP \n\n\nAll\nT303\nAll\nF150G, F150H, F150J, F150K, F150L, \nF150M, FA150K,FA150L, FRA150L, \nFRA150M \n\n\nAll\nFA152, F152 \nAll\nFP172 \nFP172-0001 thru FP172-0003 \nF172F, F172G, F172H, F172K, \nF172L, F172M, F172N, F172P, \nFR172E, FR172F, FR172G, FR172H, \nFR172J, FR172K \n\n\n\nAll\nF177RG \nAll \nF182P, F182Q\nAll \nFR182\nAll \nF337E, F337F, F337G, F337H \nAll \nFP337 \nAll \n \t \nCompliance: Required as follows, unless already accomplished per AD 87-20-03 R1, Amendment 39-5863. \n\nI.\tFor airplanes operating for hire: \n\n\t(A)\tFor airplanes having less than 1,000 hours time-in-service (TIS) on the effective date of this AD, accomplish the AD requirements prior to the accumulation of 1,100 hours TIS; \n\n\t(B)\tFor airplanes having 1,000 or more hours TIS on the effective date of this AD, accomplish the AD requirements within the next 100 hours TIS; \n\n\t(C)\tFollowing the actions of (A) or (B) above, repeat the inspection requirements of this AD at each 100 hours TIS. These inspections can be accomplished at the next scheduled inspection or the next100 hours, whichever is later.\n\nII.\tFor airplanes operating under FAR Part 91 (not for hire): \n\n\t(A)\tFor airplanes having less than 1,000 hours TIS on the effective date of this AD, accomplish the AD requirements at the next annual inspection after the accumulation of 1,000 hours TIS; \n\n\t(B)\tFor airplanes having 1,000 or more hours TIS on the effective date of this AD, accomplish the AD requirements at the next annual inspection; \n\n\t(C)\tFollowing the actions of (A) or (B) above, repeat the AD requirements at each annual inspection thereafter. To assure proper engagement of the seat locking mechanism and to preclude inadvertent seat slippage, accomplish the following on each pilot and copilot seat and all associated seat rails: \n\n\tNOTE 1:\tParagraph (a) of this AD is essentially unchanged from AD 87-20-03 R1, Amendment 39-5863 and is reprinted here for the convenience of the reader. \n\n\t(a)\tIn accordance with the appropriate compliance time requirement above, accomplish the following: \n\n\t\t(1)\tMeasure each hole in the seat track(s) for excessive wear. When checking these holes for wear, an allowance of 0.020 inches below the edge of the normal surface is permitted for the required measurement. \n\n\t\t\t(i)\tIf the wear dimension across any hole exceeds 0.36 inches but does not exceed 0.42 inches (see Figure 1), continue to measure each hole every 100 hours TIS for excessive wear. \n\n\t\t\t(ii)\tIf the wear dimension across any hole exceeds 0.42 inches, prior to further flight, replace the seat track. \n\n\t(2)\tVisually inspect the seat rail holes for dirt and any debris, which may preclude engagement of the seat pin(s). Prior to further flight, remove any such material. \n\n\t(3)\tLift up on the forward edge of each seat to eliminate all vertical play. In this position, measure the depth of engagement of each seat pin. If the engagement of any pin is less than 0.15 inches (see Figure 2), prior to further flight, replace or repair necessary components to achievea seat pin engagement of 0.15 inches or greater. If the track is worn, this dimension is measured from the worn surface, not the manufactured surface. \n\n\t(4)\tVisually inspect seat rollers for flat spots. Assure all rollers and washers, which are meant to rotate, turn freely on their axle bolts (or bushings if installed). Prior to further flight, replace rollers having flat spots and any worn washers. If there is any binding between the bores of the rollers, washers, and axle bolts (or bushings if installed), prior to further flight, remove, clean, and reinstall these parts. \n\n\tNOTE 2:\tDo not lubricate rollers, washers, axle bolts or bushings as the lubricant will attract dust and other particles which can cause binding. \n\n\t(5)\tMeasure the wall thicknesses of the roller housing and the tang (see Figure 2). If the tang thickness has worn to less than 1/2 the housing thickness, prior to further flight, replace the roller housing. \n\n\t(6)\tCheck the spring(s) that keep the lock pin(s) in position in the track holes for positive engagement action. Prior to further flight, replace any spring which does not provide positive engagement. \n\n\t(7)\tVisually inspect the seat tracks for cracks in accordance with Cessna Single Engine Service Information Letter SE83-6, dated March 11, 1983. Prior to further flight, replace any seat rail exceeding the crack criteria as specified in SE83-6 with an airworthy rail. \n\n\t(b)\tThe options listed in AD 87-20-03 R1, Amendment 39-5863, for the temporary operation of the airplane are no longer an acceptable means of compliance with the requirements of this AD, but may be retained if desired. \n\n\t(c)\tAirplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. \n\n\t(d)\tAny parts replaced per this AD are exempt from the inspections required herein until such parts have attained 1,000 hours TIS. \n\n\t(e)\tAn alternate method of compliance or adjustment of the initial or repetitive compliancetimes, which provides an equivalent level of safety, may be approved by the Manager, Wichita Aircraft Certification Office, Federal Aviation Administration, 1801 Airport Road, Room 100, Wichita, Kansas 67209. \n\n\tNOTE 3:\tThe request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. \n\n\tAll persons affected by this directive may obtain copies of the document referred to herein upon request to the Cessna Aircraft Company, Customer Service, P.O. Box 1521, Wichita, Kansas 67201; or may examine this document at the Federal Aviation Administration, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. \n\n\tAirworthiness Directive 87-20-03 R2 revises AD 87-20-03 R1 (Amendment 39-5863) which revised AD 87-20-03 (Amendment 39-5729). \n\n\tThis amendment (39-6669, AD 87-20-03 R2) becomes effective on September 24, 1990.
59-07-02: 59-07-02 CURTISS-WRIGHT: Applies to all L.B. Smith C46/CW20-T aircraft not having this modification incorporated. To be accomplished not later than August 1, 1959. Service experience has indicated that the auxiliary hydraulic pump is unsatisfactory for use in compliance with the minimum gear retraction time. To provide reliable continuous hydraulic pressure during landing gear retraction, the auxiliary hydraulic pump and motor must be removed from the hydraulic system and replaced by a hydraulic by-pass system in accordance with L. B. Smith Aircraft Corporation Report No. RX5.130.01 dated April 16, 1958, or an equivalent system. Airplane Flight Manual Revision, dated July 11, 1958, is required with this modification. (L. B. Smith Service Modification No. SM20T-6 dated June 23, 1958, covers this same subject.)
99-17-04: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-120 series airplanes, that requires replacement of the fairlead support assemblies of the aileron control cable located in the nacelle outboard fittings with new, improved assemblies; and replacement of certain attachment screws with new screws. This amendment also provides an option for performing repetitive inspections until accomplishment of the replacement. This amendment is prompted by reports of aileron cable wear due to chafing found between the aileron control cables and nylon grommets. The actions specified by this AD are intended to prevent such chafing, which could result in failure of the aileron cables, and consequent reduced controllability of the airplane.
2018-22-04: We are superseding Airworthiness Directive (AD) 2017-01-02, which applied to certain The Boeing Company Model 787-8 and 787-9 airplanes. AD 2017-01-02 required an inspection for discrepant inboard and outboard trailing edge flap rotary actuators, and replacing the rotary actuator or doing related investigative and corrective actions if necessary. This AD continues to retain those actions. This AD also adds airplanes to the applicability and reduces the number of affected actuators. This AD was prompted by a report indicating that some inboard and outboard trailing edge flap rotary actuators may have been assembled with an incorrect no-back brake rotor-stator stack sequence during manufacturing. We are issuing this AD to address the unsafe condition on these products.
95-04-15: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that currently requires inspection to detect cracking of the outboard and inboard surfaces of the upper spar angles of certain wing pylons, and repair of any cracked upper spar angles. This amendment requires repetitive inspections to detect cracking of the upper spar angles, and revision of the applicability to exclude an airplane and to include certain other airplanes. This amendment is prompted by an additional report of cracking of the upper inboard spar cap. The actions specified in this AD are intended to prevent reduced structural integrity of the airplane due to cracking in the subject areas.\n\n\tThe incorporation by reference of McDonnell Douglas Alert Service Bulletin MD11-54A049, Revision 1, dated February 7, 1995, as listed in the regulations, is approved by the Director of the Federal Register as of March 17, 1995.\n\n\tThe incorporation by reference of McDonnell Douglas MD-11 Alert Service Bulletin A54-49, dated December 2, 1994, as listed in the regulations, was approved previously by the Director of the Federal Register as of January 12, 1995 (59 FR 66669, December 28, 1994).\n\n\tComments for inclusion in the Rules Docket must be received on or before May 1, 1995.
58-20-04: 58-20-04 VERTOL: Applies to All Models 42 Series and 44 Series Helicopters. Compliance required as soon as possible but not later than December 1, 1958. Fatigue failures of the 22D1073-4 jaw clutch driven and 22D1137-4 jaw clutch driver coupling have been found on both military and commercial Models 42 and 44 Series helicopters. Failure of the teeth of these couplings can preclude successful reengagement of the clutch, thereby disconnecting the rotor drive system from the engine. To prevent failures of this nature, both the aforementioned driver and driven couplings must be replaced by the new 42D1142-1 and 42D1143-1 driver and driven couplings respectively. The replacement couplings are of a new twelve-tooth design and as such, require the replacement of the following additional parts and rework to account for differences in jaw teeth height and travel: .... Parts to be replaced New replacement part Spring 22D1170-1 63D2363-1 Cam 3D3143 04D1043-1Ream two existing holes 0.3750/0.3755-inch diameter thru 42D1046-1 yoke and 42D1048-1 follower. Install 42D1008-2 pin and AN 381-3-10 cotter pin. Drill and ream 0.3750/0.3755-inch diameter, two additional places, on 1.5 centerline thru 42D1046-1 yoke and 42D1048-1 follower. Install 42D1008-2 pins when yoke diameter is 1.00 inch. Install AN 381-3-10 cotter pins. All couplings removed should be destroyed or permanently marked in a manner that will assure retirement from service. (Vertol's S.D.T.M.-1866 covers this same subject.) This supersedes AD 58-10-04.
67-13-02: 67-13-02 MCDONNELL DOUGLAS: Amdt. 39-592 as amended by amendment 39-3352. Applies to Models DC-6 and DC-7 Series Airplanes Including Military Models. \n\n\tAmendment 39-402 (32 F.R. 6343), AD 67-13-02, is revised. \n\n\t(a)\tBefore further flight, except as provided in (e) and (f) of this AD, install an operating limitation placard in the pilot's compartment in clear view of the pilot prohibiting further flight at any cabin pressure differential. For purposes of complying with this AD, the structural configuration of the airplane, physical determination of condition of the structure, and the method of repair or replacement of affected parts, shall be determined in accordance with (b) through (d). \n\n\t(b)\tThe structural configuration of the airplane shall be determined as follows: \n\n\t\t(1)\tCONFIGURATION I. \n\n\t\t(2)\tDC-6 and DC-7 Series airplanes with fuselage numbers 794 and higher including those DC-6B, DC-7B, and DC-7C airplanes with these fuselage numbers that have been modified to cargo carriers in accordance with Douglas Type Design Data and incorporate a large cargo door on the forward L.H. side of the fuselage. \n\n\t\t(ii)\tModel DC-6 and DC-6A airplanes with fuselage numbers 1 through 768 that have been manufactured, or modified in service, or both to incorporate the modification and replacement provisions of Douglas DC-6 Service Bulletin No. 616 (R.H side only), No. 617 (Part II), No. 622, and No. 636 (Part III). \n\n\t\t(iii)\tModel DC-6B airplanes with fuselage numbers 174 through 786 that have been manufactured or modified in service, or both to incorporate either the modification and replacement provisions of Douglas Service Bulletin No. 616 (R.H. side only), No. 617 (Part II), No. 622, No. 636 (Part III), and No. 731 (Part III), or the modification and replacement provisions of Douglas Service Bulletin No. 815 (comprising essentially the same information specified in the other Douglas Service Bulletins referred to in this subdivision). Model DC-6B airplanes described in this subdivision include those airplanes that have been modified to cargo carriers in accordance with Douglas Type Design Data and incorporate a large cargo door on the forward L.H. side of the fuselage. Model DC-6B airplanes described in this subdivision do not include those airplanes modified to cargo carriers in accordance with data required for the issuance of a Supplemental Type Certificate. \n\n\t\t(iv)\tModel DC-7 and DC-7B airplanes with fuselage numbers 350 through 791 that have been manufactured, or modified in service, or both to incorporate the modification and replacement provisions of Douglas DC-7 Service Bulletin No. 90, No. 182 (Part III), and No. 218 (Parts I, III, IV, V, and VI). Model DC-7B airplanes described in this subdivision include those airplanes that have been modified to cargo carriers in accordance with Douglas Type Design Data and incorporate a large cargo door on the forward L.H. side of the fuselage. \n\n\t\t(v)\tModel DC-7C airplanes withfuselage numbers 656 through 792 that have been manufactured, or modified in service, or both to incorporate the modification and replacement provisions of Douglas DC-7 Service Bulletin No. 90 and No. 275. Model DC-7C airplanes described in this subdivision include those airplanes that have been modified to cargo carriers in accordance with Douglas Type Design Data and incorporate a large cargo door on the forward L.H. side of the fuselage. Model DC-7C airplanes described in this subdivision do not include those airplanes that have been modified to cargo carriers in accordance with data required for the issuance of a Supplemental Type Certificate. \n\n\t\t(2)\tCONFIGURATION II. \n\n\t\tDC-6 and DC-7 Series airplanes other than the Configuration I airplanes specified in subparagraphs (1) (i-v) of this paragraph. This includes those DC-6B, DC-7B, and DC-7C airplanes that have been modified to cargo carriers in accordance with Douglas Type Design Data but do not incorporate a large cargo door on the forward L.H. side of the fuselage. This also includes those DC-6B and DC-7C airplanes modified to cargo carriers in accordance with data required for the issuance of a Supplemental Type Certificate. \n\n\tNOTE: For purposes of complying with this AD, for an airplane to be considered a configuration I airplane under (b)(1) (iv): \n\n\t(1)\tAll Douglas Service Bulletins described in the pertinent subdivision must have been complied with: \n\n\t(2)\tThe accomplishment of a repair in accordance with a specified Douglas Service Bulletin, without having accomplished the modification and replacement of parts in accordance with that same service bulletin is not considered compliance with that service bulletin; and \n\n\t(3)\tStructural components previously replaced or repaired or both in a manner other than that specified in (d) of this AD must now be reworked in accordance with that paragraph. \n\n\t(c)\tThe physical determination of condition of the structure of DC-6 and DC-7 Series airplanes shall be determined as follows: \n\n\t\t(1)\tINTERNAL INSPECTION. \n\n\t\tAn Internal Inspection shall consist of a close visual inspection of all exposed fuselage structure on the R.H. side of the fuselage in the area of the crew door, including an inspection of the fuselage frame, skin and longerons, nose-to-fuselage attach angles, door jamb, and skin attachments in that area. The area to be inspected shall include that area extending from the nose-to-fuselage joint to a minimum of 12 inches aft of the aft edge of the crew door opening and from 12 inches below to 12 inches above the door opening. To accomplish this inspection all internal repair doublers, lining, and insulation must be removed, and all visible sealant and paint must be stripped off. Any indication of cracking that cannot be positively identified by the visual inspection technique must be confirmed by the dye penetrant inspection technique. \n\n\t\t(2)\tEXTERNAL INSPECTION. \n\n\t\tAn External Inspection shall consistof a close visual inspection of all exposed external portions of the crew door jamb and all of the adjacent fuselage skin from the nose-to-fuselage joint to a minimum of 12 inches aft of the aft edge of the crew door and from 12 inches below to 12 inches above the door opening. To accomplish this inspection, all external repair doublers that have been installed on the door jambs and the fuselage skin, and the crew door scuff plate must be removed. Any indication of cracking that cannot be positively identified by the visual inspection technique must be confirmed by the dye penetrant inspection technique. \n\n\t(d)\tMETHOD OF REPAIR OR REPLACEMENT OF AFFECTED PART. Any structural component that exhibits evidence of corrosion damage, cracking, or fracture, must be replaced with a new part or repaired in accordance with the applicable Douglas Service Bulletin specified in (b) of this AD or replaced or repaired in a manner approved by the Chief, Aircraft Engineering Division, FAA WesternRegion. \n\n\t(e)\tConfiguration I and Configuration II airplanes that have completed both an Internal Inspection and an External Inspection or both an Inspection A and an Inspection B (specified in (b)(1) and (2) of AD 67-07-04) and have accomplished the repair or replacement of structural components as necessary in accordance with (d) of this AD may be operated at a pressure differential up to the normal maximum permissible pressure differential (4.16 or 5.46 p.s.i.) for the particular airplane type. When operation at any cabin pressure differential has initially been resumed under this paragraph, thereafter affected airplanes must be inspected in the manner prescribed in (g) of this AD. \n\n\t(f)\tThose Configuration I and Configuration II airplanes previously classified as Configuration A airplanes (in accordance with (a)(1) of AD 67-07-04), that have also completed an Inspection B under AD 67-07-04, and repair or replacement of structural components in accordance with (d) of this ADmay be operated in accordance with an operating limitation placard prescribing a maximum permissible pressure differential of 4.0 p.s.i. When operation under this paragraph has initially been accomplished, thereafter affected airplanes must be inspected in accordance with (g) of this AD. \n\n\t(g)\tREPETITIVE INSPECTIONS. \n\n\t\t(1)\tConfiguration I airplanes that have completed both an Internal Inspection and an External Inspection - \n\n\t\t(i)\tPerform a External Inspection within periods not to exceed 1,500 hours' time in service from the last External Inspection. \n\n\t\t(ii)\tPerform an Internal Inspection within periods not to exceed 4,500 hours' time in service from the last Internal Inspection. \n\n\t\t(2)\tConfiguration II airplanes that have completed both an Internal Inspection and an External Inspection - \n\n\t\t(i)\tPerform an External Inspection within periods not to exceed 600 hours' time in service from the last External Inspection. \n\n\t\t(ii)\tPerform an Internal Inspection withinperiods not to exceed 1,200 hours' time in service from the last Internal Inspection. \n\n\t\t(3)\tConfiguration I airplanes previously classified as Configuration A airplanes that have completed both an Inspection A and an Inspection B under AD 67-07-04 - \n\n\t\t(i)\tPerform an External Inspection within 1,500 hours' time in service from the initial Inspection B and thereafter within periods not to exceed 1,500 hours' time in service from the last External Inspection. \n\n\t\t(ii)\tPerform an Internal Inspection within 1,500 hours' time in service from the initial Inspection A and thereafter within periods not to exceed 4,500 hours' time in service from the last Internal Inspection. \n\n\t\t(4)\tConfiguration II airplanes previously classified as Configuration A or Configuration B airplanes that have completed both an Inspection A and an Inspection B under AD 67-07-04 - \n\n\t\t(i)\tPerform an External Inspection within 600 hours' time in service after the initial Inspection B and thereafter withinperiods not to exceed 600 hours' time in service from the last External Inspection. \n\n\t\t(ii)\tPerform an Internal Inspection within 600 hours' time in service from the initial Inspection A and thereafter within 1,200 hours' time in service from the last Internal Inspection. \n\n\t\t(5)\tConfiguration I airplanes previously classified as Configuration A airplanes that have completed only an Inspection B under AD 67-07-04 - \n\n\t\t(i)\tPerform an External Inspection within 600 hours' time in service after the initial Inspection B and thereafter within periods not to exceed 1,500 hours' time in service from the last External Inspection. \n\n\t\t(ii)\tPerform an Internal Inspection within 600 hours' time in service after the initial Inspection B and thereafter within periods not to exceed 4,500 hours' time in service from the last Internal Inspection. \n\n\t\t(6)\tConfiguration II airplanes previously classified as Configuration A airplanes that have completed only an Inspection B under AD 67-07-04- \n\n\t\t(i)\tPerform an External Inspection within 600 hours' time in service after the initial Inspection B and thereafter within periods not to exceed 600 hours' time in service from the last External Inspection. \n\n\t\t(ii)\tPerform an Internal Inspection within 600 hours' time in service after the initial Inspection B and thereafter within periods not to exceed 1,200 hours' time in service from the last External Inspection. \n\n\t(h)\tThe repetitive inspections required by paragraph (c) may be discontinued: \n\n\t\t(1)\tOn DC-6 Series airplanes when the modifications described in McDonnell Douglas Service Bulletin No. 865, dated March 1, 1968, (or later FAA-approved revision) have been accomplished; and \n\n\t\t(2)\tOn DC-7 Series airplanes when the modifications described in McDonnell Douglas Service Bulletin No. 417, dated March 1, 1968, (or later FAA-approved revision) have been accomplished. \n\n\t(i)\tAircraft modified for unpressurized operations by a modification approved by the Chief,Aircraft Engineering Division, FAA Western Region in which the initial External and Internal inspections and required repair of cracks has been accomplished may: \n\n\t\t(1)\tAt intervals not to exceed 200 hours' time in service, in lieu of the repetitive inspection intervals of paragraph (g), inspect the areas specified in paragraph (c)(2) in accordance with an FAA approved maintenance program. \n\n\t\t(2)\tRestoration of the cabin pressurization system to operational status negates the relief provided by paragraph (i). \n\n\t(j)\tEquivalent inspection procedures and repairs may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(k)\tSpecial flight permits may be used in accordance with FAR 21.197 and 21.199 to operate airplanes without differential pressure, to a base for the accomplishment of inspections required by this AD. \n\n\tThis supersedes AD 67-07-04. \n\n\tThis amendment 39-3352 becomes effective December 1, 1978.
2000-22-09: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace (Jetstream) Model 4101 airplanes, that requires inspection of certain components, and corrective action, if necessary. The actions specified by this AD are intended to prevent loosening of the locknut holding the main landing gear (MLG) piston to the ramrod, which could result in detachment of the MLG piston from the ramrod and loss of hydraulic control of the MLG. This action is intended to address the identified unsafe condition.